Air brake



Sept. 3, 1935. 1 w VERGAN 2,013,014

AIR BRAKE Filed June 22, 1931 2 Sheets-Shee t 1 15 lhwentor WWW/m Ewe/19 0M Gttornegs math 3, 193..

EMMMM W. E. VERGAN AIR BRAKE Filed June, 22, 1931 2 Sheets-Sheet 2 Ihwentor attorneys Patented Sept. 3, 1935 AIR BRAKE William E. V r an, an n T x" ssignor to i The New'York Air Brake Company, a corpora tion of New Jersey Application June 22, 1931. erial No.- 46; :7-

3 Claims.

invention relates to air brakes, and particularly to the so-called fpipeless mounting of engineers brake valves.

In recent years there have been developed commercially what are known aspedestal mounts to support the engineer s brake valve with its related apparatus and also the independent brake :valve. The practice has been to mount the pedestal directly on the floor of. the cab. In-many locomotives, floor rnounting is impossible or undesirable, becauseof lack of floor-space, and in any case the. difliculty of making and maintaining pipe connections with the lower sideof a base resting on the floor, is a serious factor.

The principal object of the presentinvention is to provide a mount of the pedestal type, peculiarly suited to be supported on the .end of a locomotive-boiler, or other approximately verticals-m- .face. This permits the base to Whichall pipe connections are made, to be a substantial distance above the floor. I .Anotheiwfeature of the invention is theusenof a bracket which has independent supporting connections with the base and .with the pedestal supported thereby. This ensures rigidity and yet permits ready dismounting of the pedestal Without breaking any pipe connections.

The preferred embodiment of the invention is illustrated in the accompanying drawings, in .which,-- i

Fig. l is a side elevation of the complete. device.

Fig. 2 is a fragmentary section showing the bolting lug on the .loase member.

Fig. 3 is'a plan View of the base showing the actual porting of the .top face. In this View Parts are broken; away to show the internal construction.

of the base.

Fig. .5 is a diagrammatic section,.,dr,aw,n as if all the .portsland .Dipe connections were in a single plane. .andintended to make clear the internal interconnection of certainports, and the location of certain accessory apparatus which may be mounted on said base, andwhich also is.shown diagrammatically.

Referring first to Figs. 1 to 4jinclusive. I I rep- :recents a portionoi the fhoilershelLior example,

the head,.and I2 is a wrought steel bracket'whose form is quiteclearly shownjn Fig. 1. This is connected'to the boiler shell H. by machine screws 1'3. .The bracket i2 is formed with two offsets, the lower one .of Whichproduces apshoulder M which underlies a portion ,of the basejl'5 and engages a heavy lug 16 cast ontheloweriface 'oithebase 15.

.Fig. .4 is a viewlooking upward at the lower side onpthe top of the offset l4, and in the second-place,

it is connected to the ofiset .14 by the bolt l'l.

Resting direetlyon thebase 151s thepedestal portion iiioi' the brake valve. This pedestalportion is connected tothe second andupper offset [9 formed in the bracket 52 by means of a heavy machine screw 21. The pedestal portion 1.8 is c nnected t he ase 15 by a pl a i y o stud one of which appears at212 in Fi The tapped holes formed in the base l5 to receive the studs are clearly shown at 123 in Figs. 3 and 51.

:C rta a or appa at s i mo ted .Qnth

de o the ed stal r o 1 a som o th i i cat d nFia tor example th ub he di s ook it y brake pi e v n v v a mounting Iii rol a feed valve (not shown) M u ted (i upeer-e do h pede t l p t on it is an equal z g i har e n e ,brake ta veo cq n icnal sto m .a-m i r a t th reo bein n cated as .i z wstq a z ne' valve portion :24, rotary yalve seat portion 525L931) portion 2%, and operating handle -21. :Boltedto t e sid o the ped sta p rt 1: await an unstanding bracket; 2;9 whichcarries-the independent brake valve whose cap portion is indicated iatq3l and whose Operating handle is indicated at :32.

I 'he plane .of junction between the pedestal l8 and "the base is-indicated on Fig. ;1 by theline .A fi

gIt will be observed thatthe bracket i2 and the a hed a 5 prq u e av rhaneinc support forifihe .Dedestal 1 8, permitting the ready connection of the pipes-leading t0 and afirom the engineers valves. These pipes and their .con-

nectionto the-base l5"are.c1ear1y illustrated in Figs. 1 and 4.

The .main reservoir pipe 35 is threaded into the base 1-5 at 36. The brake pipe 31 is thread- -ed-into the base I5 at 38. The signal pipe -39, is

threaded into thebase l5 at lil. -'I-he application cylinder pipe 4| is threaded into the base 15 at "42. Thedistributing valve release pipe Q3 ade i to th as a an thee lla m r se voi Pi e is th ead int th b l5 at as.

-ex m nati o th diagr mm isand aconsideration of ,theplan viewFig. 3. w ill .make clear thatthe mainnonnections 33,338, 142 .4 an 4 c mmun c w th pas a e .w iehx through the base l5 and terminate on n usea ra he c .Thecome flmz leads t ee sa $41; connection 38 to passage ifi; ,connectionglfi topassage 4,9; connectionrM atoipassagefil, and connection-r45 to. passage 552. .A comparison vof Figs. 3 and 4 makes it apparent thatlthapassages just named do not lead straight through the base IE, but are so directed that on the upper face of the bracket they are spaced to register with corresponding passages (not shown but present in the pedestal 18).

The signal connection is differently arranged. The passage 53 which registers with a corresponding passage in the pedestal l8, leads to a mounting face on the side of the base l5, against which is bolted the body 54 of a signal fixture. A tight joint between the body 54 and the base i5 is secured by a ported gasket 55. In the body 54 is a filter or strainer 55, to which the passage 53 leads. From the filter a passage 51 leads through a rotary cut-out cock 58 (shown open in Fig. 5, this being its normal condition), through a check valve 59 to a port 6! formed partly in the body 54 and partly in the base 15. The passage 6| leads past the choke B2 and thence to the signal pipe connection 40.

Passage 53 brings air from the usual reducing valve used to feed the signal system from the main reservoir, and passes it through the strainer, cut-out cock and check valve, to the signal line, which is thus charged. Functionally this corresponds to standard practice, but the location of the signal fixture on the base I5 is a convenient feature.

The showing in Fig. 5 is diagrammatic. The showing in Figs. 1 and 3 corresponds to actual construction. In these figures the plug nut 63 is merely a closure to permit access to the check valve 59. The strainer is mounted substantially as shown in Fig. 5.

There is also mounted on the base l5 a dead engine fixture, which is structurally identical with the signal fixture just described. There is a body 64. A passage 65 leads from the brake pipe passage 48 through a strainer 56 and passage 67!, past a cut-out cock 68, which is shown in its normal closed position. Beyond the cut-out cock 68 the passage 61 leads past a check valve 69. From the check valve 69 a passage H leads through a choke '12 to the main reservoir passage 41.

When the engine is being hauled dead in a train, the cock 68 is set in the open position. In such position air will be drawn from the brake pipe through the strainer and cut-out cock through the check valve and through the choke to charge the main reservoir. The charging rate is controlled by the choke 12. The purpose of charging the reservoir is to have air available to operate the engine and tender brakes, as will be readily understood. The capacity of the choke 62 is so restricted that charging flow from the brake pipe to the main reservoir will not be rapid enough to interfere with control of brake pipe pressure by the engineers brake valve.

The function of the dead engine fixture is familiar in the art, but its location on the base I5 is a convenient feature. The fact that the signal fixture and the dead engine fixture are identical in construction, is conducive to economy in manufacture.

In Fig. 3 the dead engine fixture is indicated by the numeral 64 applied to the body. The plug cap l3 gives access to the check valve 69. The strainer is mounted in the body 64 substantially as shown in Fig. 5.

If it is desired to house the piping below the base IS a sheet metal skirt may be applied, and the tapped holes 14 are provided to permit the attachment of this guard. Its use is not, however, essential.

The construction described has many important advantages. The base I5 is above the floor so that the pipes may be readily connected and. readily inspected. By releasing the machine screw 2i and studs 22, the pedestal l3 and all connected parts, may be lifted off without requiring the breaking of any pipe connections whatsoever. The provision of a supporting connection, such as the machine screw 2|, gives additional support to the pedestal l8, and the fact that the base and the pedestal are both supported by a single bracket, relieves the piping of stresses which would otherwise be encountered.

The particular embodiment of the invention is subject to modification to meet particular requirements. This is especially true of the bracket H, which should be designed, and may readily be formed, to meet the requirements of particular installations.

While I have described in some detail the particular pipes which are connected to the base, these are merely the pipes that are required by one particular brake valve installation, and it is within the scope of the invention to apply it to specifically different brake valves, which will entail obvious changes in the piping. The dead engine fixture and the signal fixture may be otherwise located without departing from the spirit of the invention.

What is claimed is:-

l. The combination of a support including a bracket for mounting on a boiler or the like and an overhanging ported base connected thereto and formed with means for connecting pipes with said ports; an engineers brake valve structure; a pedestal ported to register with said base and having a mount for said brake valve; means for connecting said pedestal with said base; and means for connecting said pedestal with said bracket independently of the connection with said base.

2. The combination of an engineers brake valve; at least one accessory device; a ported pedestal having a mount for receiving said brake valve and connecting it with ports in said pedestal, and a mount for receiving said accessory device and connecting it with a port in said pedestal; a bracket structure adapted for mounting on an approximately vertical surface; a base releasably mounted on said bracket and projecting outward therefrom, said base having in its upper face ports which register with ports in said pedestal, and on its lower face means for connecting pipes with the ports in the base; releasable means for connecting said pedestal and base; and releasable means for connecting said pedestal and bracket.

3. The combination of an engineers brake WILLIAM E. VERGAN. 

